Aircraft



vMay 28, 1935. I w. LEws 2,003,206.

AIRGRAFT Filed Des.v 2, 1931 5 Sheets-Sheet 2 May 28, 1935. w L, LEwS2,003,206

AIRCRAFT Filed Dec. 2, 1931 3 Sheets-Sheet 5 :zac I le. 22/ 22' PatentedMay 28, 1935 UNTBD sTATEs PATENT oFFcE William L. Lewis, Los Angeles,Clif.\ Application December 2, 1931, Serial No. 578,583

invention will be readily recognized and understood by those skilled inthe aeronautical artin a the light of the following explanation anddetailed description of the accompanying drawings illustrating what I atpresent consider to be the preferred embodiments or mechanical andaerodynamic expressions of my invention from among various other forms,embodiments, combinations, and constructions of which ,the invention iscapable'within the spirit and the scope thereof.

It is a general aim and object of my present invention to materiallyaincrease the aerodynamic,

' mechanical and structural emciency and the utility. of aircraft of theheavier-than-air types, which types are hereinafter referred togenerally by the term airplane (the term airplane being. employed hereinin a generic sense to include any and all heavier-than-air craft whetherof the land, or water, or combined land and waterI types) and incarrying out and fullling such general object, the invention is funda-,mentally characterized by a design of the major elements of an airplaneand a structurally and aerodynamically Icooperating relative arrangementand assembly of such elements, bywhich drag is materially reducedwithhead resistance at a minimum, while the efficiency of a -power plant anda propeller driven thereby is increased, and the useful load capacityand distribution thereof improved without structural or sizecomplications relative to the power utilized in propelling the aircraft.

A basic feature and characteristic of a design of airplane of theinvention resides in the provisionor 'a body :or the 'arpane ofsubstantaiy pure streamline or low resistance form having a minimum ofdeformation of such form, particularly at the nose or forward endportion thereof, with a propeller at the tail of such body,and thesupporting surfaces orwings and control surfaces mounted on the bodyforwardly of the propeller, so that the propeller is 'removed from theaerodynamic effect of such surfaces, and the body and surfaces will notbe subjected to the efficiency lowering effect thereon of the propellerslipstream.

The design of the invention is further characterized by the mounting ofthe power plant for driving the propeller, at the extreme tail end ofthe streamline body, in order 'to utilizey space .therein 'and thereonof minimum useful or pay load value, and to reduce noise and vibrationof the power/plant within the useful or pay load space proper within thebody forward of the power plant, as well as to minimize and prac-`rtically eliminate the possibility of poisonousgases cv and unpleasantodors gaming access ,to 'the space within the body forwardly of thepower plant location.

Another feature of the invention, which is to a large extent madevpossible by certain of the characteristics above referred to, is foundin the availability of a maximum of the space within the body for usefuland pay load purposes, and in the arrangement of'such space for aneiiicient tribution of the load without cramping and with a maximum ofaccessibility, while permitting a structurally simple and eflicientconstruction being employed for the body.

-' Another characteristic of the invention is presented by the design,arrangement and mounting of the control surfaces, and particularly thedirectional surfaces or rudders for an airplane having the basicfeatures of the invention, for the purpose of obtaining high efliciencyaerodynamically from such surfaces,while retaining structural simplicitytherein and in the relative mounting thereof on and withrespect to theother elements 'making up an airplane embodying the invention. l' a i fr Another feature of the invention is presented by the control surfaceand supporting surface or wing locations relative lto each other and tothe airplane, propelling means, by which an increased ease andsensitivity of pilot control is obtained, by a material reduction intorque effect on the airplane arising-from slipstream action developedby the propelling means. a

A further feature of the basic and fundamental characteristics of a'design of .my invention; is the general adaptability thereof toembodiment in and application to a wide variety of types of air- 40planes for various purposes and special uses, and the fact that when soembodied, an increased aerodynamic, mechanical, and pstructuraleillciency is obtained for any of such types.

With the foregoing general features, character- 'istics and results inview, as well as certain others which will be developed and readilyrecognized from the following explanation ofthe invention, the inventionconsists in certain novel features in 50 design and in combinations andarrangements of elements, all as will be more fullyv and particularlyreferred to and pointed out hereinafter.

Referring to the accompanying drawings in which similar referencecharacters refer to corsi responding elements throughout the severalfiguresthereof: v

Fig. 1 is a top plan view of a form of transport airplane embodying adesign and arrangement of the invention.

Fig. 2 is a'view in side elevation of the airplane of Fig.-1.

Fig. 3 is a view of front elevation of the airplane of Figs. 1 and 2. I

Fig. '4 is a top plan view, more or less diagrammatic, of an airplane ofthe type of Fig. 1 showing a modified arrangement of vertical fins andrudders.

Fig. 5 is a fragmentary view in side elevation of one of the verticalfins and its rudder of Fig. 4, mounted on the wing.

Fig. 6 isa view in sideelevation, more or less,

diagrammatical, of an airplane of the type of Fig. 1, showing anothermounting` for andarrangement of theivertical fin and rudder. I f

Fig. '7 is a view in front elevation, more or less diagrammatic, ofanairplane of the type of Fig. 1, with an arrangement of opposite side,vertical fins and rudders mounted below a wing, in cooperation with amodified arrangement of landing gear wheels. I

Fig. 8 is a view in side elevation of the airplane and finand rudderarrangement of Fig. 7.

Fig.` 9 is a more, or less diagrammatic view in side elevation of anembodiment of the invention in an open cockpit type of seaplane, with amotor of the air cooled radial type.

One possible aerodynamic and structural expression of the basiccharacteristics and features of my invention is disclosed in Figs. 1to-3of the accompanying drawings, as presenting an air- 'plane of therelatively large transport type, but it is to be clearly understood thatthe illustrated embodimentfwas selected purely by way of an example andnot by way'of limitation-for the purpose of exemplifyings thefundamental principles and characteristics involved'in the invention andpermitting an explanation thereof so,

that those skilled in the art may be enabled to readily comprehend thesame. s

vout material or at least any -substantialI deformation of such form,from nose to tail thereof, and especially at the 'nose `or forwardportion of the fuselage. The rear or taill end of body or fuselage IO isformed to receive or mount the motor or power-plant from w hich theairplane is driven or propelled, and in the particular example hereof,such a motor or power plant M, of say the liquid' cooled type, isdiagrammatically indicated in dotted outline in Figs. 1 and 2, asmounted and enclosed within the extreme rear or tail end portion ll ofthe fuselage. In this manner, space within the body or fuselage ill ofleast pay load value because of its location and relatively smalldiameter or cross Sectional area, is utilized for the power plant, whilespace forwardly of the tail end with its greater diameter or crossSectional i area is released for pay load purposes.

1 internal combus'tion or such like types, the' exhaust lines ormanifolds therefor need not be appreciably extended beyond the fuselagecontour. 'I'his reduces size and weight of manifolds or exhaust lines,and ispossible because of the extreme rear location of the motor withthe useful and pay load space within fuselage IO for- 5 ward thereof,making it unnecessary to,V carry exhaust products fromthe motor topoints of` discharge remote lfrom the motor and spaced outwardly fromthe body or fuselage. Such mounting and location of the motor at therear 10 end or Ytail of fuselage Jil substantial'iy reduces the effectof vibration on the forward portions of the fuselage; while the noise ofthe motor at locations within-the fuselageis also materially reduced.Odors and poisonous gases, discharged -15 by the, motor M at the extremerear end of the fuselage, are carried'directly rearwardly away from thefuselage, and any entry into the forward portions of the fuselage isthus practically eliminated, thereby doing away with the disagreeable 20and sickening effect of odors and gases on occupants of the fuselage.

The extreme rear end'or tail mounted motor M, drives a propellerP, whichis mounted on the usual or any desired motor driven propeller shaft 25(not shown), in position at the extreme rear or tail end, and at theexterior, of fuselage lil, for rotation, in` the specific examplehereof, on an axis in alinement with the fore and aft or longitudinaiaxis of the fuselage. provided with a streamline hub member or cap Pf,whi'ch forms a rearward continuation of and fairing for the tail endportion Il of fuselage III, to carry out the low resistance. streamline,contoun of such fuselage, as clearly shown by Figs. 1 35 and 2 of the'drawings. a The foregoing mounting of -the propeller P on and inrelation to the streamline body or fuselage IO, constitutes one of thebasic characteristics of (the invention, and with the slipstream frompropeller P directed' rearwardly and the body or fuselage HI completelyremoved from such slipstream the aerodynamic efficiency lowering effectsof a propeller slipstream on the body are eliminated. The drag developedis substantially 45 decreased. by the elimination of the skin frictionof a slipstream flowing .rearwardly over the body or fuselage, and atthe same time the eillciency of the propeller P is increased because ofthe relatively smooth air in which it operates with no '50 'body orstructure to the rear to blank out the propeller, the relatively smalltapering body portion ll in front thereof not having-any materialblanking effect on the propeller. f

1nthe specific example of Figs. 1 to 3, the

'motor M is Adisclosed as mounted and enclosed withinthe extreme rear'or tail. portion II of the Jbody or fuselage ll. However, the inventionis not so restricted as any other type of motor, or in fact anypropelling means, may be, utilized and, the invention contemplates andincludes any type of motor or propelling means. For example, a motor ofthe radial or rotaryair cooled type may be utilized, such as the radialair cooled type ofmotor Mf shown in Fig. 9, in which event such a motoris mounted on the exterior of the fuselage or body at the extreme rearor tail end .thereof with and driving propeller P. When such amotor ofthe air cooled type isemployed mount- .ed at the rear end of 'the.fuselage, duel to,v the The propeller P is 30 stream thereon, suchsurfaces on the propeller slipstream,. A pos- 5 sible arrangement of thesupporting and control surfaces to meet such requirement of theinvention, on and with respect to body or fuseiage IO .and propeller Pis disclosed in Figs. 1 to 3, as applied to and expressed in thespeciflc airplane design thereof.

In such example, the major supporting surface or wing area is providedby a wing I2 of, in this instance a low monoplane wing type, althoughthe invention is not so limited, extending from opposite sides offuseiage Ili at the rear end portion thereof.- The opposite panels Vofwing 12, may if desired be attached at Ytheir inner or root ends to theopposite ends, respectively,`of a center section forming portion Ilbuilt into and extending as stubs /from opposite sides of the fuseiage,with the trailing edge of the wing disposed throughout its spanforwardly of the plane of rotation of propeller Pi(see Flgs. 1 and 2). Aforward wing l5 of considerably less area and span, than lrear wing I2,is mounted extending from opposite sides of the forward upper portion offuseiage III, with its leading edge spaced a distance aft or rearwardlyfrom the nose por-` tion of the fuslage. This'forward wing li isdisposed in a plane above rear wing I2 'and forms with the latter thetotal supporting or lift surface for the airplane. 1

The major or rear wing I2, in the example hereof, mounts and carries thelateral control surfaces or ailerons IS, which are here of the trailingedge flap type mounted and disposed at opposite sides of fuseiage IO.The forward wing I5 mounts and carries the `opposite side traiiing edgetype of fiaps I 1 which form the elevators for the craft, while the wingI5 functions in addition as a horizont'al stabilizing surface, incooperation with wing [2. The foregoingarrangement and mounting of theailerons IS and elevators I'I is clearly illustrated in Fig. 1 of thedrawings. Any conventional or otherl suitable pilot operated mechanism(not shown) is of course provided for properly actuating elevators I1and ailerons IS, in the usual manner, it not being considered necessaryin the present application to disclose such a mechanism. Attentionishere directed to the fact that the invention recognizes, and includesas the equiva- I lent to'the arrangement of elevators IT on forward wingI5, a mounting of such forward wing for vertical swinging around itsfront spar as an axis, for either manual or automatic operation to alterits angle of incidence to secure a balanced condition of the airplaneand/or for control purposes. i j

The directional stability and directional control of the airplane ofFigs. 1 to 3, is obtained A in accordance withianother feature of myinvention, through the medium of a vertical Stabilizer or fin IS to thetrailing edge of which a vertical rudder l9 is pivotally *mounted forhorizontal swinging onf-'a vertical axis, which Stabilizer and rudderare mounted and positioned forward. of

the propeller P removed from the effect of the propellerslipstream'th'ereon, and' in a position reducing or eliminating theeffect of thev stabilizer and rudder on the propeller and itsslipstream. `'g'or instance, I have shown in 'Figs. 1 to 3, apossiblemounting and location for the n and rudder I8-I 9,, as on theupper sideiof and extending upwardly from the fuseiage or body IIdiBpOSed 'wing. The rudder ilis necessary to illustrate.

along but above the longitudinal axis of the airplane, at the front wingIi location but with the rudder IQ extending slightly aft of such frontof course suitably opa usual or any suitable which it is not thoughtherein. With such a of the n and rudder eratively connected with pilotcontrol mechanism,

mounting and location I8--I l, spaced well forward of the propeller P,the

propeller will not be subjected to operation in the washand resultingair turbulence created by such sui-faces, and the propeller emciency isthereby lincreased by such location of the fin and rudder with respectthereto. I

The location and mounting of wings I2 and IS,

and of the control surfaces IE, I'I, IB, and I9,'

relative to each other, and all forwardly of the propeller P and itsslipstream, eliminates all of disadvantageous effects of the propellerslipstream thereon, witha material reduction in drag from skin friction,or rotating movement of theslipstrean on the body, wings, and lcontrolsurfaces; all of which increases the effectiveness and sensitivenessofthe co-ntrols with ease of pilot operation thereof, and appreciablyincreases the efficiency of the airplane. Further, by the .location ofwings and control surfaces relative to the propeller P inl accordancewith the principles of ,the invention; a material` increase in propellereiliciency results because the -propeller operates in relatively smoothair free from control surface wash and ;air turbulence.

A landing gear arrangement and mounting for the airplane of Figs. 1 to3, may, trated example, include the pairof spaced and preferablyretractible landing wheels 20 mounted by a suitable structure 2l in'position at opposite sides of fuseiage IIi beneath wing I2, for normallanding position shown in full lines in Figs. 2 and 3, depending belowposition, shown by dotted lines, drawn' upwardly within, or partiallyVwithin wing I2. The landing gear also includes,a forward wheel 22,preferably of the retractible type, carried by a supporting structure23,- and mounted from and in position at the under side of body orfuseiage Ili (see Fig. 2) below the location of forward wing ii. Theextended normal landing position of lforward wheel 22 is shown by fulllines, and its retracted position drawn at least partially up into thefuseiage IO by dotted lines, in Figs. 2 and 3.

The forward landing gear wheel 22 is preferably steerable and undercontrol of the pilot by any suitable mechanism (not shown) for groundhandling and control of the airplane, as in taxiing the same under poweron the ground, particularly with the directional. control surface. orrudder I9 removed -asit is from the propeller slipstream. Theforward'wheel 22 is shown in steering positions'swung to the left orright, by dotted linesin 3. 4 i

The airpane or the invention as-dscsed m Figs. 1 to 3, is primarilyadapted. 'for transport purposes,` and by the arrangement thereof, anefflcient distribution of useful and pay load is possible withoutstructural complications. lI'he forwar r noseend of ythe body orfuseiage forms the pilot compartment or space within which is locatedthe pilot's seat S, referringnow to Fig. 1 of the drawings,suitable'windows or ports W'being providedin thenose of the fuseiage, orif desired an open pilot's cockpit can be utilized. From such locationthe pilot is afforded excellent and' a'wide vision range. The body orfuseiage and of torque due to the spiralas in the lillusthe wing, andfor retracted.

aft ofthe nose end provides a structurally unencumbered interior orcabin space within which seats S' are provided for passengers,-withcabin or body side windows W' for vision. /With the wings l2 and lmounted removed from the intermediate passenger cabin providing sectionof the fuselage, uninterrupted vision for passengers is obtained. Theafter end of body or fuselage III forward of the motor mounting sectionII thereof, may be utilized to provide the cargo space or compartment C(see Figs. 1 and 2). Baggage compartments B' (see Fig. 1) can be formedin the wing l2v at opposite sides offuselage III, while oil and fueltanks Tlare conveniently located in proximity to motor M, in the centersection Il of wing l2, at opposite sides of the fuselage. The locationof motor, and oil and fuel supplies at the rear or tail end of the bodymaterially reduces the fire hazard. and the extreme rear location ofpropeller P removes or reduces injury possibilities, and eliminates thedisagreeable effect of the propeller slipstream on passengers enteringand leav-, ing the fuselage.

The forward wing I5 provides readily accessible storage space fornavigational and flight operating equipment, at points convenient to thepilot. With th'e motor M mounted at the tail of body III, the sensitivenavigational and electrical' instruments, as well as radio equipment,installed at the forward or nose end of the body and in the pilot'scompartment, are subjected to'a minimum of vibration by andelecticalinterference from the motor M and its electrical and ignitionsystems.

Within the broad principles of my invention,

I have disclosed, diagrammatically inj'igs. 4

and 5 of the drawings, a modified arrangement of verticalstabilizingfins and directional control surfaces or rudders, asappliedto a design of Figs. 1 to 3. In this modified arrangement, a verticalfin |8a with rudder l9a pivotally mount-v ed thereon, is mountedon andextending upwardly from wing I 2 adjacent each wing tip thereof. Theopposite rudders |9a are preferably so arranged and coupled with asuitable operating mechanism (not shown) that upon positive swinging ofeither'rudder by such mechanism, the

opposite rudder is free to float and will swing in the oppositedirection, and a turning moment at and on both sides of the longitudinalaxis or center line of the airplane is set up, 'which results inrotation of the airplane in the desired direction.

In another modification of the vertical fin and rudder mounting andlocation, applied as an example to the airplane of 'Figs. l to 3,'diagrammatically shown in Fig. 6 of the drawings, the vertical fin I8bis mounted depending from the under side of the fuselage IB at alocation'beneath the forward wing IS, and carries and `mounts at andstreamlined within 'the lower end of the fin, the forward. landing wheel22 of the landing gear. The vertical rudder lSb is pivotally mounted inthe usual manner to the trail'- ing edge of fin i8b for operation todirectionally control the airplane.

Another possible'arrangement of multiple rudders, operable in the mannerof rudders lS/ of 'Figs. 4 and 5, is diagrammatically shownby Figs.

7 and 8 of the drawings. In such. arrangement, the fins l8c are mounteddepending from the wing I2 at opposite sides and adjacent the wing tips,respectively, with landing gear wheels 22' mounted and suitablystreamlined at the lower ends thereof; A rudder I9c is pivotally mountedon the trailingedge of each fin I8c and extends rearwardly therefrom fordirectional control of the airplane in a manner similar to that referredto with respect to the multiple rudders of Figs. 4 and 5. A largerlanding wheel 20', which is preferably retratible, ismounted dependingfrom fuselage Ill intermediate wheels 22', and substantially in rearwardalinement with the forward wheel 22a. The foregoing arrangement is such`that the smaller, wing'mounted rear wheels 22' come in contact withthe'ground only when wing 12 is tipped or while the airplane is rest--ing on the groundpand the landing loads are taken by the larger single,centerilanding wheel 20'.

If desired, the arrangement of Figs. 7 and 8 may be modified by theelimination of the center, rear wheel and the design and construction ofthe depending vertical fins carried byopposite wheels 22', as theprimary landing wheels, in

cooperation with forward landing gear wheel 22a. f

in Fig. 9 of the drawings, a relatively small, open cockpit, monoplanetype of seaplane embodying the invention. The seaplane of Fig. 9,*includes the streamline or low resistance fuselage IO', having theusual or any desired water landing gear which includes the fioatorfioats 30, and the low type monoplane wing 3l. Following the teachingsof my invention, the power plant M' embodies an air cooled radial orrotary type of motor which is mounted on the extreme rear or tail end offuselage IO' and drives a'propeller P' to the rear thereof, thepropeller having a hub member P" fairing the space between motor M' andthe propeller to rearwardly carry.

rectional control surface or rudder l9d,: arev mounted on the upper sideof fuselage IO' spaced forward from motor M' and propeller. P', whilethe horizontal Stabilizer 32 and elevator 33 are mounted extending fromopposite-sides of the fuselage forward of motorl M' and below the finandrudder.

In, the embodiment of Fig. 9, the supporting surface and all controlsurfaces are forward of propeller P' Vand removed from mutual effect orinterference.` Forward vision from the open'cockpit 34 is unimpaired by'motor or propeller, and for military purposes a forwardly mounted ma-`chine gun or guns 36, can be utilized without the necessity forsynchronizing gear to permit firing through a propeller. v

The invention, aside f rom the examples of land and water types oflanding gear herein disclosed, specifically includes water landing andflotation gear of the fiying boat or hull types, as well as themultiplaneand monoplane types are shown.

The invention, however, in its broad' aspect is not Alimited to anyparticular wing arrangements but includes any arrangement ofmultiplefwings or of single wings, such for example, as/the provision ofthe forward wing'of Figs. 1 to 3, as a low wing type, with the rear wingof the high wlng type, or the association of-'such wings into an saidv`fuselage and p from any aerodynamic effect on its slipstreaxn.4

v8,008,900 arrangement to provide the conventional multiplane wingcellule. The use herein and in the app'ended claims, of the termssupporting surface or wing, is in a broad, generic sense to include thetotal supporting surface or wing area, whether formed of a singlesurface or wing,'or a multplicity thereof. f g

In the preferred relative mounting and arrangement of the forward andrear wings l5 and l2, the front wing i! `is set at such an angleof,,incidence as to stall ahead of the rear wing ,l2, when the airplaneassumes a given attitude, thus providing a ,non-stalling combination ofwings II and li of the airplane. Such non-stalling condition can also bearrived at by either automatically or manually pivoting the front wingI! about its forward spar, as hereinbefore referred to.

An effective retarding'of the landing speed of an airplane embodyingthefdesign of Figs. 1 to 3, results from the weight distribution to thereen with the rear landing wheels 20, provided with suitable shockabsorbing mechanism (not shown), because as the airplane lands with the.weight thrown 'onto these rear wheels, the shock absorbers compress andthe rear end of the bodv lowers to thereby increase the angle of attackof wings l2 andl li. The increased angle of attack substantially'increases the drag and materially slows up and retards forward velocityof the airplane in landing.

While in theexample here shown, the motor or power plant is located atsubstantially the extreme rearl or tail end portion of the body orfuselage, all features of the invention are not limited to suchmounting, as a power plant or plants can be located forward of thepositions here shownwith the propeller shafting extended rearwardly fromsuch forward position. p

It is also evident that various other modiflca-g, tions, changes,variations, substitutions, additions, and eliminations might be resortedto without departing from the spirit and s'cope of my invention, andhence I do not desire to limit my invention in all respects to the exactand'speciilc disclosures hereof. I

WhatI claim, is:

1. In an airplane, a fuselage, a propeller. mounted at the extreme tailend of the fuselage, a wing mounted on the fuselage forward of saidpropeller,

wings removed from the rearwardly directed propeller slipstream,vertically disposed stabilizing flns mounted on and depending from theunder ,side of said wing adjacent the wing tips, respectively, avertical, laterally swingable rudder mounted onand extending rearwardlyfrom each of said stabilizing flns, and a landing surface engagingmember mounted at the lower end of each of said flns. L

. 2. In an airplane, a fuselage, a propeller'mount- 1 ed at the extremetail end of ,the fusela'ge, a supporting surface for the airplanemounted nn the fuselage forward of said propeller, said fuselage andsupporting`surface removed fromthe rearwardly directed propellerslipstream, a landing gear for the airplane, including a verticalstabiliz--` ing fin depending from the fuselage, and a landing surfaceengaging member mounted at the lower end of said fin, and a verticalrudder pivotally mounted on said iin extending rearwardly therefrom forhorizontal'swinging thereon to directionally xcontrol'the airplane,saivd fln and rudder positioned forward of said propeller and removed 3.In an airplan a fuselage, a wing mounted on the fuselage,4 verticallydisposedlstabilizinge 'mounted atfthe extreme ilns mounted on anddepending from the under side of said wing at opposite sides of thefuselage,

a vertical laterally swingable rudder mountedon and extending rearwardlyfrom each of said stabllizing flns, and a landing surface engagingmember on the lower end of each of said flns.

4. The combination in an. airplane, of ,a wing,

with a vertically disposed stabilizing fln mounted on and depending fromthe wing, a vertical, laterallyswingable rudder mounted on said fin, and

a landing surface engaging member on the lower end vof ,said fln. x v

- 5. In anairplane, a fuselage, and a landing gear for the airplane,including a vertical stabilizing fin depending from the fuselage,engaging member mounted at' the lower end of. said fln, and a verticalrudder pivotally mounted on said, fin extending rearwardly therefrom forhorizontal swinging toV directionally control the airplane. 6. In anairplane, in combination, a lo'w air resistance, substantiallysymmetrical streamline fuselage of gradually decreasing diameterrearwardly, a propeller mounted in position at the extreme rear end ofsaid fuselage, a wing mounted on the rear end portion of the fuselageforwardly of said propeller, a wing vmounted on the, fuselage at -theforward portion thereof spaced rear- ,wardly fro'm and unobstructing thelstreamline a landing surface position removed from the effects of thepropeller slipstream thereon, a motor mounted at the tail end of thefuselage in the portion of minimum diameter in operative relation withsaid propeller,

.and the portions of the fuselage forward of said motor and of greatestfuselage diameters providing the useful load space for the airplane.

'7. In an airplane, in combination, a low air resistancel substantiallysymmetricalA streamlinej fuselage, a propeller mounted in position atthe extreme rear end of the fuselage with its axis of rotationsubstantially alined with the longi- 'tudinal axis of the fuselage andprovided with a in rearward streamline ontinuation of land carrying outand defining the tail end contour of 'said fuselage, a wing mounted on'the fuselage with its trailing edge located atl the rear portion of thefuselage but spaced forwardly of the propeller whereby said wing and thefuelage are removed from the effect of the rearwardly directed propellerslipstream, lateral and longitud'inal` control surfacesmountedforwardlypf said propeller in positions relative thereto such that theiroperation is without substantial effect on the airflow to the propeller,a directional control surface mounted forwardly ofand inrelativoposition to the propeller such that its operation is without substantialeflect' on the 'airfiow tofthe propeller, and the said lateral,longitudinal and directional control surfaces being s positionedthai-.they are removed from the ei'fectsl of the directed propellerslipstream thereon.

8.'-In am airplane, in combination, A resistance, streamlin'e fuselage,a `propeller tail end of the fuselage, a supporting surface of the lowmonoplane wing hub portion alowair' type mounted on the fuselage at therear portion thereof with its trailing edge forwardly of the propeller,a supporting surface of the high monoplane wing type mounted on thefuselage at the vforward portion thereof but spaced rearwardly.

from and uninterrupting the 'streamline nose portion of the fuselage;said rearwardly mounted 'supporting surface forming the major supportingsurface of the airplane, said fuselage and supporting surfaces, inpositions relative to the propeller removed from the rearwardly directedpro- -peller slipstream, control surfaces mounted on the propeller isunaffected by air disturbancea created by operation of such controlsurfaces, and a. directional control surface mounted on the fuselage atthe forward win'g in position forward- -ly of the propeller such thatthe airflow at the propeller is substantially unaifected by theoperation of such rectional control surface.

11. In an ai lane, in combination, a low air resistance, streamlinefuselage, a propeller mounted at vthe extreme tail end of the fuselagewith its axis of rotation substantially alined with fuselage at the rearend portion thereof, a supportlngsurface of the high monoplane wing type4 mounted on the forward portion of the fuselage, a landifilggearfor theairplane including, a vertically movable landing surface engaging memberat the r'ear' portion of the airplane, and a landing surface engagingmember at the forward portion of the airplane, the rear landing memberi, located relative to the weight of said motor and rear wing'withrespect to the weight of the forward portion ofthe fuselage and forwardwlng so that landing loadse cause said rear landing member to movevertically and lower the rear portion'of the fuselage to increase theangle of 'attack of the rearwardly mounted low monoplane type wing toincrease the total dra'g thereof during the landing run.

10. In an airplane, in combination, a low air resistance, streamllnefuselage, V a propeller mounted at the extreme .tail endof the fuselage,

a supporting surface of the low monoplane wing type mounted on thefuselage at the rear portion thereorwitn its traing edge 'forwardy ofthe propeller, a supporting surface of the high monoplane wing typemountedon the fuselage at the forward portion thereof but spaced,rearwardlyfrom and uninterrupting the streanline nose portion of thefuselage, control surfaces mounted on the rear supporting surface atopposlte sides of the propeller in positions such that the longitudinalaxis of the fuselage, a supporting surface of the low monoplane wingtype mounted on the fuselage at the rear portion thereof with itstrailing edge forwardly of the propeller a supporting surface of thehigh monoplane wing .type

mounted on the fuselage Iat the forward portion thereof but spacedrearwardly from and uninterrupting the streamline nose portion of thefuselage, said high monoplane type forward supporting surface providingfor longitudinal control of the airplane and said rear low wing typesupporting surface providing the major supporting surface of theairplane, and lateral control surfaces mounted on the rear wing atopposite` sides of the propeller in positions such 'that theI airllow tothe propeller is substantially undisturbed b operation of such controlsurfaces; 12. In an airplane, in combination, a stream- .line fuselagerapropeller mounted at the extreme tail end of the fuselage, a supportingsurface mounted on the fuselage at the rear lower portion thereof butwith its trailing edge spaced forwardly of the propeller, a supportingsurface mounted on the fuselage at the forward upper portion thereof andspaced forwardly from and in a plane above the plane of the rearsupporting surface, said forward supporting surface spaced rearwardlyfrom and uninterrupting the forward streamline nose portion of thefuselage, said rearward supporting surface providing the majorsupporting surface for the airplane and said forwardsupporting surfaceproviding for longitudinal control, lateral control surfaces mounted onthe rear supporting surface at opposite sides of the propeller inpositions such thatthe airflbw to the propeller is unaifected byoperation of the lateral control surfaces, and a. directional controlsurfacemounted forwardly" of said propeller in position relative theretosuch that the propeller is substantially unaffected by air disturbancesresulting frdm the directional control surface operation.

L. LEWIS.

